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(No Model.) 3 Sheets-Sheet 1. J E. HOBBS 82: B. M. WENTWORTH.

ATTAGHABLE SLEIGH RUNNER.

No. 448,430. Patented Mar. 1'7, 1891.,

(F1 ent 1 s Illitnesses 2/. 5, 7;; 374;!

(No Model.) 7 3 Sheets-Sheet 2. J. E. HOBBS & B. M. WENTWORTH.

ATTAGHABLE SLEIGH RUNNER.

No. 448,430. Patented Mar. 17, 1891,

witnesses: 9/, c; 9

(No Model.) 3 Sheets-Sheet 3.

Q J. E. HOBBS & B. M. WENTWDRTH.

4 ATTAGHABLE SLEIGH RUNNER. No. 448,430. Patented Mar. 17 1891.

UNITED Smarts aren't Unmet"..-

JOHN E. HOBBS, OF NORTH BERIVICK, AND BARTON M, \VENTIVORTH, OF BERIVIOK, MAINE; SAID \VEN'IWORTH ASSIGNOR TO SAID HOBBS.

ATTACHABLE SLEIGH-RUNNER.

SPECIFICATION forming part of Letters Patent No. 448,430, dated March 17, 1891. Application filed January 19, 1889- Serial N0,296,884X (N model.)

To all whom it may concern:

Be it known that we, JOHN E. HOBBS and BARTON M. \VENTWORTH, citizens of the United States. residing, respectively, at North Berwick, in the county of York and State of Maine, and at Berwick, in the same county and State, are the joint inventors of a new .and useful Improvement in Sleigh-Runners and the Method of Attaching them to the ID Bodies of \Vheeled Vehicles, of which the following is a full, clear, and exact description.

The object of our invention is to facilitate the substitution of sleigh-runners for wheels on vehicle-bodies of all descriptions, twowheeled or four wheeled, and to furnish means whereby the runners may be readily adjusted to different widths of track and yet be relieved of strain and loaded evenly on the two sides whether adjusted fora wide or narrow track, to construct a runner with braces or knees distributing; the load equably on the base-bar thereof, and to provide an adj ustable hub of improved construction.

Reference is to be had to the accompanying drawings, formin g a part of this specification, in which similar letters of reference indicate corresponding parts in all the figures.

Figure l is alongitudinal section of our adjustable hub with axle-rest. Fig. 2 is a view in perspective of the side of a Wentworth runner re-enforced by a duplex knee, with the hub mounted upon it. Fig. 3 shows the duplex knee and axle-rest in perspective. Fig. 4: is a perspective of a \Ventworth runner with twisted cross-bar and hub and axle-rest attached to it by appropriate bolts and braces or tie-bars. Fig. 5 is a view of a flat crossbar with the hub mounted on it on lugs and with axle-rest. Fig. 6 illustrates a runner fitted for a heavy class of vehicles with additional tie-bars and braces to give greater rigidity to the cross-bar.

Our invention consists in the construction of an adjustable metallic hub with a wooden core about half its length, near one end, and a set-screw or axle-rest at the other, a flat steel bar with a quarter-twist fitted with clips to carry the hub 011 one arm and with an adjustable axle rest or seat on the other arm;

the combination of the bar and hub or the hub alone with a sleigh-runner on which they are mounted transversely to its length, supported by stays or tie-bars binding them firmly to their places, or else bya knee or post shaped like the letter Y with a eoncavetiebar or crown connecting its upper ends and fitted to hold the hub. This knee or duplex brace is set transversely on the runner. All the partsviz, hub, twisted bar, duplex brace, and runner-are so combined as to form an attachable runner, which can be more readily put on or taken off wheeled vehicles, and more easily adjusted to different Widths of track than any other runner now made, and will adjust itself to an uneven roadway without tripping, ea'eh runner being as independent of the other as one wheel is of another, as will be hereinafter fully described.

An ordinary sleigh-runner may be used; but we prefer one constructed as shown in United States Letters Patent No. 3443337, dated July 27, 1886, and issued to the said Barton M. VVentworth.

In the drawings, II denotes the adjustable hub, and sthe metal cylinder or sheath thereof c, the wooden core; S, the screw axle rest or seat.

A denotes the base-bar of the runner, and V its steel shoe; C,the eap-barof the runner, which is a continuation of the base-bar, and is secured at its rear end to the crown of double truss I by rivets, as in Fig. 4, or, as in Fig. 2, is looped around and above hub H and fastened to truss I by the removable bolts 1) I) or clips.

F is a metallic tie-bar having one end riveted to the fore foot 'of the runner, and after being riveted again midway of the cap-bar O is riveted to the end of stay or brace E, and then, Fig. 4, bent down on the back of'Bi and bolted through it to E again. F is then still further prolonged, as E, and bentin toward the runner and its rear end riveted between the sides of truss I. 5

Fig. 2 shows a construction in which F is looped over hub II and fastened by removable bolts b b or clips to the double stay E E, thus forming one of the clips for holding the hub fast, the other one being formed by I00 a similar loop of the cap-bar fastened by removable bolts 1) b to the depressed crown of truss I. v

E E are metallic stays or braces having their lower ends riveted throughthe double truss I and their other ends bolted to F and cross-bar B,as described in Fig. 4, or united together in one continuousloop under the hub, as described and shown in Fig. 2.

B is the twisted bar of steel bolted transversely to the cap-bar of the runner either above or passing through the crown of double truss I by rivets passing through B O and the crown of I and held rigid by thetie-bar F and the stays or braces E E. At the inner end B is perforated to receive the axle rest or seat S, formed of a set-screw with its upper end slightly convex, which is to be brought to bear firmly against the under side of the vehicle-axle when the spindle is thrust into the hub, and thus by having a bearing for the vehicle-body on either side of the runner that is relieved of lateral strain and is not. disposed to tip.

M is a duplex brace or knee (see Fig. 3) shaped like the letter Y and strengthened in the shank by the upright wooden standard (Z about one-half its height, to which the metallic sides N and \V are riveted, and having for its crown the concave bar or one-third cylinder D, fitted to receive hub H. D is riveted at its ends to the upper extremities of N and W, and also to the crown of truss I and the loop of stays E E. Atthe innerend of D is the axle-rest S.

The hub is held fast on B by the clips 25 t, which embrace it, and are fastened themselves to B by removable boltszra", which may be passed through any of a series of perforations in B, as desired. (See Fig. 4.)

The runner should be made with the fiat of the shoe about thirty-six inches long, and should be about fourteen and one-half inches high, and the hub H should be mounted on it about sixteen inches from the rear end. These proportions are found to be the best to prevent the runner from tripping should it strike any obstacle in the roadway. A loose strap or chain may, however, be attached to the nose of the runner and the body of the wagon or carriage, which is mounted on it, as additional security, if desired.

The adjustable hub H is shown in Fig. l as about twelve inches long and three inches in diameter, and is composed of a metal cylininder or sheath-e. g., a piece of gas-pipe or a piece of steam-boiler tubes, and a shorter core of wood 0, shrunk into cylinder .9. The sheath 3 may be longer than the wheel-hub which is used on the same axle. The length of the cylinder and core must be regulated by the length of the spindle on which they are to be used. (The hub may be made of wood throughout and bound with metal rings at the ends, it more convenient.) The cylinder or sheath 8 extends beyond the core far enough to cover the nut on the end of the spindle of the axle in one direction and in the other extends over and beyond the shoulder of the axle. The screw-bolt or set-screw S passes through sheath 8 near the inner end, and is used as an axle-seat to relieve the strain on the spindle of the axle. and on the runner. The cylinder or sheath 3 may be grooved on the outside, so as to be fastened more firmly by the clips t t to the cross-bar or runner, in which case the clips should be made to fit. the grooves; but ordinarily the broad bands 2 t, as shown in Fig. 4, or F and C, as in Fig. 2,'are sufficient to hold the hub fast.

In preparing the core 0 it is first blocked or roughed out, bored with, say, a three-quarterinch hole, kiln-dried, then turned to the proper size and coated with asphaltum varnish to prevent the absorption of moisture. Afterit has been fitted to the axle on which it is to be used, it should be shrunk or driven into the sheath .9. A short screw going through the sheath into the core will be amply sufficient to keep it in place when once adjusted. This screw is under the hub, out of sight. The core should be left long when put upon the market, so as to be readily cut to any length of axle spindle or arm. 7

The twisted cross-bar B is formed by takingastraight steel bar-say, two inches wideand giving it a quarter-twist, whereby its strength to carry a load is increased. -Its length will be determined by the size of the hub and runner with which it is used. It is perforated at proper points, as shown in the drawings, to allow bolts to pass through it. It carries at one end the hub H and at the other the axle-seat S. Our object in giving cross-bar B a quarter-turn is, first, to elevate the hub above cap-bar 0, so that said cap-bar shall pass under and be clear of the nuts which secure the clips on the vehicle-axle when the hub of the runner is fitted onto the spindle; second, to save weight, as a lighter tie-bar can be used in this form than in any other, and a less number of pieces are re-' quired in the construction of the runner.

In place of the twisted bar B (shown in Fig. 4) we should substitute for heavy Wagonssuch as express-wagonsa fiat bar B, Fig. 5, having on one arm two lugs or blocks 70, cut to receive hub H and raise it sufficiently high to keep the axle and the ends of the bolts on its under side clear of the cap-bar of the runner. 'lheoutermostlugisconvenientlyformed by turning up the end of B at a right angle and concaving it to fit the hub. The hub is held fast on the lugs or blocks 7; 7a by clips 25 t, which can be loosened by unscrewing the nuts m 00 on their lower ends, and the hub adjusted lengthwise without moving thelugs or blocks.

The duplex knee or brace M, shaped like the letter Y, is shown in Figs. 2 and 3. It is constructed by riveting two metal barsN and \V to opposite sides of a Wooden standard d.

and leading them'both up to the cap-bar of IIO c ase the runner, flaring one or both, as preferred, and connecting their upper ends by riveting to them a concave bar, formed of a one-fourth or one-third cylinder of pipe D, fitted to receive hub H, and also the crown of truss I and the loop of stays E and E when they are looped to receive the hub, as in Fig. 2. N and may be formed of one continuousbar, bent under standard (I.

Theknee or brace Mis advantageously used in making a wide-track runner for heavy express-wagons, which require. large hubs, and therefore broad crowns in the arched double truss I, causing aspreadiug of its feet on basebar A. The knee or brace M counteracts the necessary weakening of truss I from the spreading of its feet. It increases the strength of the runner materially without adding to its weight, for by distributing the load over numerous bearings a lighter base-bar can be used than would be required with a less nu inher. Instead of the knee H, a metallic ellipse may be used, set inside of truss I and touching and bolted to its crown, its two sides, and the base-bar A.

Having thus described the different elements, we proceed to show how they are to be combined into light yet strong and durable runners easily exchanged for wheels. A single runner is taken of any construction deemed suitable. We prefer the lVentworth as the lightest and strongest, and to it is attached the duplex brace or knee M atthe point on the base-bar A indicated before. The foot of M is fastened to A by the yoke y y, and its concave crown .D is riveted to the crown of truss I and to the stays E E. On the crown of M is placed hub II, after the wooden core has been out the proper size and shrunk in. The hub is held in its place by looping over it the ends of cap-bar C and tie-bar F, as shown in Fig. 2. The bolts Z) Z) and I) Z) are then screwed tight. e think it better to insert leather between the hub and the binding loops or clips, as the case may be, as shown in Fig. 2. Grooves may be formed in the crown D for the reception of E and I, so

as to allow the hub to fit closely the whole length of the crown, if preferred. By 1oosening b b and b I) the grip of the loops is relaxed sufficiently to allow hub II to be pushed back and forth and adjusted to whatever width of track is desired. Of course by flaring N inward and engaging the inner end of crown D with tie-bar F, Fig. 6, as the outer is with tie-bar F, and providing a similar loop a still greater range of adjustment can be given to hub II. To reduce the number of bolts, tie-bar F and cap-bar C may be carried under hub H and returned over it, and their ends bolted at b and b, respectively, thus forming closed loops, the grip of which can be relaxed by the turning of only one nutin each case.

If the \Ventworth runner is used, the crown of the duplicate truss I should be concaved to receive crown D, and cap-bar O is looped over the hub and fastened to truss l by re movable bolts Z1 Z9, thus forming a clip to hold the hub, as shown in Fig. 2. If the Tent worth runner is used without brace M, we rivet the cross-bar B onto the cap-bar, as shown in Fig. i, and also rivet its outer limb to tie-bar F and braces E E. After preparing hub H, as before, it is clipped onto the edge of B by the clipst t, which are tightened or relaxed by screw-bolts 0a m, and hub H adjusted at the desired position. If B is used, the hub is fastened upon the lugs 7t 7t by the clips i.

In Fig. 6 a slightly modified construction is shown, which may be of advantage where the runner is to be used on express or other heavy wagons. It consists in adding to the runners, as already described, an inner tie-bar F and inside braces G G, bolted to and supporting the prolonged inner arm of B and B and the axle-rest carried by it.

As it is common for carriage-axles to be bent downward at their ends, causing the wheels to run under more or less, we attach the cross-bars B and B and crown D of M to the cap-bar O at an oblique angle with the runner in an upright position, so that the runner, when fitted to the axle, shall stand straight or out instead of under, as it would do were cross-bar and crown attached at right angles with the runner. The runner can now be exchanged for a wheel on an axle, the nut screwed. on the spindle, bringing the core 0 against the shoulder of the axle, and screw S turned firmly up against the axle to secure a bearing. Our object in extending the crossbars B and B inside the runner is that the axle may have two bearings upon itviz., the hub and axle-seaton opposite sides of the runner, thus avoiding he great strain which otherwise would be exerted upon both axle and runner by the load bearing so far to one side of the runner when supported onlyby thehub. Although having two bearings upon the runner, the axle has but one attachment theretoviz., that of the hub-and for this reason runners can be substituted for wheels on a vehicle in the shortest possible time, and vice versa.

\Ve think it rather an advantage to leather the joints of the runner and to put leather also between the clips and the hub.

Having thus described our invention, and without abandoning or dedicating to the public anything we have described and yet do not expressly claim, we claim as new and desire to secure by Letters Patent-- 1. As a new article of manufacture, a hub composed of a metal cylinder or sheath inclosing a hollow wooden core shorter than the sheath, shrunk and fastened into it near one end, substantially as set forth.

2. As a new article of manufacture, a hub composed of a metal cylinder or sheath with a hollow wooden core shrunk into it and having a vertically-adjustable axle-seat S in one end, substantially as set forth.

3. As anew article of manufacture, the duplex knee or brace M, formed of the upright wooden standard (Z, having bolted to it two steel sides flaring like the arms of a capital letter Y, with a concave crown D, and having the yoke y 1 passingthrough its foot, substantially as described.

4. The combination, with a sleighrunner, of tie-bar F, duplex brace M, and concave crown D, substantially as described.

5. In a sleigh-runner, the combination of duplex brace or knee M, adjustable hub II, looped tie-bar F, and looped cap-bar (3, substantially as described, and for the purposes set forth.

6. The combination, with a sleigh-runner for attachment to the axles of vehicles, of a cross-bar extending transversely across and beyond the cap-bar of the runner and connected therewith by one or more braces, carrying on its outer limb the hub H and on its inner the axle rest or seat S, and clips or loops to bind the hub to the cross-bar, substantially as described.

7. The combination, in an attachable sleighi'unner, of the longitudinally-adjustable hub II, with the looped cap-bar C, looped tie-bar F, and looped braces E E-, with removable bolts or clips I) b Z) Z), substantially as described.

8. The combination, in an attachable sleighrunner, of the longitudinally-adjustable hub H and the looped cap-bar G,the double truss I, and looped tie-bars F F and E E, substantially as described.

JOHN E. HOBBS. BARTON M. \VENTWORTH.

\Vitnesses:

JOHN O. Foss, LAFAYETTE M YOUNG. 

